CN102966705A - Dual clutch transmission for vehicle, has gear pre-selection adjustment unit that calculates gear selection process time by considering the influence of temperature of dual clutch transmission - Google Patents
Dual clutch transmission for vehicle, has gear pre-selection adjustment unit that calculates gear selection process time by considering the influence of temperature of dual clutch transmission Download PDFInfo
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- CN102966705A CN102966705A CN2012103138921A CN201210313892A CN102966705A CN 102966705 A CN102966705 A CN 102966705A CN 2012103138921 A CN2012103138921 A CN 2012103138921A CN 201210313892 A CN201210313892 A CN 201210313892A CN 102966705 A CN102966705 A CN 102966705A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/18—Preparing coupling or engaging of future gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/20—Timing of gear shifts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/08—Timing control
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The dual clutch transmission (1) has two transmission mechanisms (5,6) that are arranged between drive shafts (31,32) and output shafts (4) respectively. A control unit controls the transmission mechanisms. The control unit has a gear pre-selection unit that selects specific gear based on vehicle state. A gear pre-selection adjustment unit calculates gear selection process time by considering the influence of temperature of dual clutch transmission. A gear preselection implementation unit selects a delay path based on the gear selection process time.
Description
Technical field
The present invention relates to be equipped on vehicle and possess the Dual-clutch transmission for vehicle of two clutches that can switch independently jointing state and off state, more specifically, relate to the execution timing of the pre-gear shift action of control.
Background technique
There is dual clutch transmission in a kind of as transmission for vehicle, and it possesses: two clutches; Two input shafts that engage, disconnect with motor by each clutch; And be arranged on a plurality of gear teeth wheels between each input shaft and the output shaft.The advantage that dual clutch transmission has is to utilize two clutches to change action and can make thus transmitting torque interruptedly not carry out fast gear shifting operation.As each clutch, can use the friction clutch that is for example driven by clutch actuator (clutch actuator).Each gear teeth wheels consists of about 4 ~ 7 grades speed change level usually, and utilize optionally engagement of known synchronizer, and, normally utilize electric control device (ECU) solenoidoperated cluthes actuator and synchronizer, integral body becomes the synchromesh automatic transmission.
In addition, in dual clutch transmission, the situation of carrying out pre-gear shift in order to shorten the gear shifting operation time is more, discloses a such example in the gear change control device of two clutches (twin clutch) formula semi-automatic transmission (automatic manual transmission) of patent documentation 1.This gear change control device possesses speed changing control mechanism (pre-gear shift selection mechanism and pre-gear-shifting actuating mechanism), this speed changing control mechanism is before the replacing control of first clutch and second clutch, from the speed change level group of open clutch, select ensuing speed change level, go forward side by side and exercise the pre-gear shift of the speed change level gear shift standby that is selected.
Be not limited to dual clutch transmission, in common automatic transmission, the execution timing of gear shifting operation is a lot of according to the situation that shift cable determines.Shift cable is set for motor, speed changer etc. are moved rightly to improve fuel efficiency, raising cornering ability (driving easiness, maneuverability) etc. as purpose.Usually shift cable take the speed of a motor vehicle as transverse axis, take the throttle opening of motor on the coordinate plane of the longitudinal axis, set respectively according to the speed change level and to shift up and downshift, the timing of crossing shift cable at the operating point of the situation of expression vehicle begins to carry out the gear shifting operation to this speed change level.
The execution timing of the pre-gear shift action in the dual clutch transmission is also identical with gear shifting operation, and situation about determining according to pre-gear shift line is also a lot.Usually, pre-gear shift line is set as than the more close front side of the shift cable of identical speed change level.Thus, at first, above-mentioned operating point crosses pre-gear shift line and begins pre-gear shift action, consists of the gear teeth wheels engagement of pre-shifted level.Next, above-mentioned operating point crosses shift cable and begins gear shifting operation, and two clutches carry out the replacing action of moment of torsion.The example of pre-gear shift line is disclosed in Fig. 4 of patent documentation 1.
Patent documentation 1: TOHKEMY 2007-292250 communique
Yet the gear shifting operation time of dual clutch transmission and pre-gear shift rely on the friction (friction) of speed changer inside actuation time and change.For example, the oil body of enclosing the inside of case of transmission increases when low temperature, and solid of rotation stirs the stirring resistance of lubricant oil, the surface friction drag increase of sliding parts exerts an influence to gear shifting operation.Because the existence of this change principal element may make gear shifting operation time, pre-gear shift prolong actuation time, the beginning timing retard of gear shifting operation, pre-gear shift action, thus cause cornering ability to reduce.For example, if after starting in soon the shift-up gear shifting operation pre-gear shift prolong actuation time and have little time to begin ensuing gear shifting operation, then as a result gear shifting operation delay causes the acceleration that can not be well on thus.
In addition, the change principal element that affects gear shifting operation time and pre-gear shift actuation time is the temperature of the friction in the influential speed changer not only, and the running time behind the vehicle start is also arranged.That is, soon except the temperature of lubricant oil is low, the lubricant oil that is trapped in the bottom of case of transmission does not spread all over the each several part of speed changer, so friction is larger after vehicle start.And, if through one section running time then speed changer by warming-up, thereby the temperature of lubricant oil rises and spreads all over the each several part less traction, in addition, the total travel distance of vehicle is also relevant with the change principal element.That is, along with owing to the increase of using all the year round the total travel distance that causes, the each several part wearing and tearing in the speed changer, slip surface produce be full of cracks, produce and rock, thereby cause friction to increase.By reducing the impact of such change principal element, can keep and improve cornering ability.
Summary of the invention
The present invention's problem points is in view of the aforementioned technical background finished, and provide a kind of change principal elements such as temperature of considering to affect the friction in the speed changer that the execution timing of pre-gear shift action is appropriately changed for solving above-mentioned problem, the Dual-clutch transmission for vehicle of keeping thus and improving cornering ability (driving easiness, maneuverability).
Dual-clutch transmission for vehicle of the present invention possesses: first clutch and second clutch, this first clutch and second clutch can switch the jointing state that links with the rotation of the running shaft of power source and the off state that disconnects from described power source independently; The first input shaft, this first input shaft links with mode and the rotation of described power source that can engage, disconnect by described first clutch; The second input shaft, this second input shaft links with mode and the rotation of described power source that can engage, disconnect by described second clutch; Output shaft with driving wheel rotation binding; The first gear, this first gear is arranged between described the first input shaft and the described output shaft, and has a plurality of gear trains, and these a plurality of gear trains consist of a plurality of speed change levels and one group of gear train of engagement optionally; The second gear, this second gear is arranged between described the second input shaft and the described output shaft, and has a plurality of gear trains, and these a plurality of gear trains consist of a plurality of speed change levels and one group of gear train of engagement optionally; And control device, this control device is controlled described first clutch, described second clutch, described the first gear and described the second gear, wherein, described control device has: according to the speed change level selection mechanism of the appropriate speed change level of the condition selecting of vehicle; Speed change actuator, this speed change actuator when described appropriate speed change level is selected control from the commutate gear shifting operation of described appropriate speed change level of current speed change level, do not make it during engagement with mode engagement that can transmitting torque at the gear train that consists of described appropriate speed change level, and make the described first clutch or the described second clutch that link with described appropriate speed change level rotation become described jointing state; Pre-gear shift regulating mechanism, this pre-gear shift regulating mechanism detect the pre-gear shift of the impact change principal element of actuation time, and obtain the reach adjustment amount according to detected change principal element, and this reach adjustment amount shifts out the execution timing of pre-gear shift action changeably in advance; Pre-gear shift selection mechanism, described reach adjustment amount is considered in this pre-gear shift selection mechanism, do not comprise in described the first gear and described the second gear in the speed change level contained in a side the gear of described current speed change level, next select to be predicted to be becomes the speed change of appropriate gear level as pre-shifted level; And pre-gear-shifting actuating mechanism, this pre-gear-shifting actuating mechanism is when described pre-shifted level is selected, make the described first clutch or the described second clutch that link with described pre-shifted level rotation become described off state, and make the gear train that consists of described pre-shifted level with mode engagement that can transmitting torque.
In addition, preferred described pre-gear shift regulating mechanism is obtained the suitable reach adjustment amount of increasing amount that increases because of above-mentioned change principal element actuation time with above-mentioned pre-gear shift.
In addition, preferably as described change principal element, the temperature that comprises the friction increase and decrease of the inside that makes described the first gear and described the second gear, in the environment temperature of inside oil temperature, inner temperature and the speed changer of described pre-gear shift regulating mechanism detection speed changer any, when detected temperature is lower, set more significantly described reach adjustment amount.
In addition, also can be, as described change principal element, comprise the running time behind the vehicle start, when described running time more in short-term, described pre-gear shift regulating mechanism is set described reach adjustment amount more significantly.
In addition, also can be, as described change principal element, comprise the total travel distance of vehicle, when described total travel distance was larger, described pre-gear shift regulating mechanism was set described reach adjustment amount more significantly.
In addition, preferred described power source is motor, described pre-gear shift regulating mechanism utilizes the variable quantity of the speed of a motor vehicle to represent described reach adjustment amount, described pre-gear shift selection mechanism considers that the variable quantity of the described speed of a motor vehicle revises the pre-gear shift line with the function performance of the throttle opening of the speed of a motor vehicle and described motor, and selects described pre-shifted level according to revising.
In Dual-clutch transmission for vehicle of the present invention, control device has: the selection mechanism of speed change level, speed change actuator, pre-gear shift regulating mechanism, pre-gear shift selection mechanism and pre-gear-shifting actuating mechanism.And pre-gear shift regulating mechanism is obtained the reach adjustment amount of the execution timing of shifting out in advance changeably pre-gear shift action according to the pre-gear shift of the impact change principal element of actuation time.Therefore, adjust changeably the reach adjustment amount according to the length of pre-gear shift actuation time, thereby the execution timing of pre-gear shift action is appropriately changed.Thus, can reduce the possibility of the delay of the gear shifting operation after pre-gear shift action, and can not changed principal element impact keep cornering ability (driving easiness, maneuverability).
In addition, under the state of obtaining the reach adjustment amount that is equivalent to the increasing amount that increases pre-gear shift actuation time, because the beginning timing reach (before pushing away) of pre-gear shift action is equivalent to time of increasing amount, institute is so that finish timing and appropriately change.Thus, can eliminate the possibility that the gear shifting operation after pre-gear shift action postpones, thereby can keep cornering ability.
In addition, comprise temperature as the change principal element, be set as under the larger state of the lower adjustment amount that then moves forward of detected temperature, be adjusted at reliably lubricant oil and be in friction in low temperature and the speed changer increase of the pre-gear shift actuation time when larger, thereby can keep cornering ability.
In addition, comprise the running time behind the vehicle start as the change principal element, be set as under the larger state of the shorter adjustment amount that then moves forward of running time, can be suppressed at after the starting the larger impact of friction in the speed changer soon.In addition, by implementing simultaneously with the temperature of adjusting lubricant oil, can keep and improve cornering ability.
In addition, comprise the total travel distance of vehicle as the change principal element, be set as under the larger state of the larger adjustment amount that then moves forward of total travel distance, can suppress owing to use all the year round the impact of the increase of the friction in the speed changer that causes.In addition, implement simultaneously by the temperature of adjusting lubricant oil, can keep and improve cornering ability.
In addition, be motor at power source, utilize the variable quantity of the speed of a motor vehicle to represent the adjustment amount that moves forward, and consider that the variable quantity of the speed of a motor vehicle revises under the state of pre-gear shift line, can be correctly and set simply the reach adjustment amount of the execution timing of pre-gear shift action.
Description of drawings
Fig. 1 is the structural drawing of the Dual-clutch transmission for vehicle of expression embodiments of the present invention.
Fig. 2 has represented the pre-gear shift temperature dependent figure of actuation time qualitatively.
Among Fig. 3, the shift cable of (1) the common Dual-clutch transmission for vehicle that is illustration and the figure of pre-gear shift line, (2) are the figure that asks method to describe to pre-gear shift line.
Fig. 4 is the figure that the method to the reach correction of the pre-gear shift line that carries out in the Dual-clutch transmission for vehicle of mode of execution describes.
Fig. 5 is the flow chart of the control algorithm flow process of the pre-gear shift carried out of expression control device.
Fig. 6 the has been illustration time diagram of the shift-up gear shifting operation from the second gear to the fourth speed position in the mode of execution, (1) shows the lower situation of temperature of speed changer, and (2) show the higher situation of temperature of speed changer.
Fig. 7 the has been illustration time diagram of the shift-up gear shifting operation from the second gear to the fourth speed position of the prior art, (1) shows the lower situation of temperature of speed changer, and (2) show the higher situation of temperature of speed changer.
Fig. 8 is the figure that has represented the relation between the increasing amount of the change principal element considered that is the running time behind the vehicle start and pre-gear shift actuation time in application mode.
Fig. 9 is the figure that has represented total travel distance and the relation between the increasing amount of pre-gear shift actuation time of the change principal element considered that is vehicle in application mode.
Symbol description
1 ... Dual-clutch transmission for vehicle; 21 ... first clutch; 22 ... second clutch; 23 ... clutch actuator; 31 ... the first input shaft; 32 ... the second input shaft; 4 ... output shaft; 5 ... the first gear; 51,53,55 ... the first shifting gear group, third gear gear train, the 5th shifting gear group; 6 ... the second gear; 62,64 ... the second gear gear train, fourth speed position gear train; 7 ... control device; 71 ... the selection mechanism of speed change level; 72 ... speed change actuator; 73 ... pre-gear shift regulating mechanism; 74 ... pre-gear shift selection mechanism; 75 ... pre-gear-shifting actuating mechanism; 81 ... the first gear synchromesh gear mechanism; 82 ... the the 3rd ~ the 5th gear synchromesh gear mechanism; 83 ... second ~ fourth speed position synchromesh gear mechanism; 91 ... motor; 92 ... output shaft; 93 ... differential mechanism; T ... the temperature of speed changer; Tp, tp1 ~ tp6 ... pre-gear shift actuation time; A, A1 ... throttle opening; ω, ω 1 ~ ω 3 ... the speed of a motor vehicle; Δ ω 1 ~ Δ ω 3 ... the variable quantity of the speed of a motor vehicle; Ni1, Ni2 ... the rotating speed of the first input shaft and the second input shaft; Ne ... the rotating speed of the output shaft of motor; Δ tp1, Δ tp2 ... the increasing amount of pre-gear shift actuation time; T r ... running time behind the vehicle start; L ... the total travel distance of vehicle.
Embodiment
Describe being used for implementing embodiments of the present invention with reference to Fig. 1 ~ Fig. 9.Fig. 1 is the structural drawing of the Dual-clutch transmission for vehicle 1 of expression embodiments of the present invention.Dual-clutch transmission for vehicle 1 is to select the speed change level of five gear slow astern gears of advancing, and the output torque of motor 91 can be engaged, is passed to with disconnecting the device of differential mechanism 93.Dual-clutch transmission for vehicle 1 is made of first clutch 21 and second clutch 22, the first input shaft 31, the second input shaft 32, output shaft 4, the first gear 5, the second gear 6 and control device 7 etc.
The first input shaft 31 is to utilize first clutch 21 and can engage, disconnect the spindle unit that ground rotation links with motor 91.In addition, the second input shaft 32 is to utilize second clutch 22 and can engage, disconnect the spindle unit that ground rotation links with motor 91.The first input shaft 31 is bar-shaped, the second input shaft 32 is tubular, and both are by coaxial interior other places configuration, and the outlet side parts of right-hand member and first clutch 21 link among the figure of the first input shaft 31, left end connects the second input shaft 32 and outstanding among the figure of the first input shaft 31, and is supported by ball bearing 36 axles.The outlet side parts of right-hand member and second clutch 22 link among the figure of the second input shaft 32, and the central part of the second input shaft 32 is supported by ball bearing 37 axles.
Output shaft 4 is and omits the spindle unit that illustrated driving wheel rotation links, and is disposed at abreast downside among the figure of the first input shaft 31 and the second input shaft 32.The two ends of output shaft 4 are by tapered roller bearing 46, the supporting of 47 axles.Be provided with regularly output gear 48, output gear 48 and differential mechanism 93 engagements in the mode near the tapered roller bearing 46 of a side of output shaft 4.Therefore, output shaft 4 exports the moment of torsion transmission to driving wheel via differential mechanism 93.
The first gear 5 is to be arranged between the first input shaft 31 and the output shaft 4, and having three groups of gear trains 51, a structure of 53,55, these three groups of gear trains 51,53,55 consist of the odd gear speed change level of the first gear, third gear and the 5th gears and one group of gear train of engagement optionally.Specifically, the left side can be provided with third gear actuation gear 53A with dallying, and can be provided with the 5th gear actuation gear 55A with dallying in order for being installed with the first gear actuation gear 51A from the figure of the first input shaft 31.On the other hand, can be provided with the first gear driven gear 51P in the opposed position of output shaft 4 with dallying, and be installed with third gear driven gear 53P, be installed with the 5th gear driven gear 55P.
The first gear actuation gear 51A and the first gear driven gear 51P mesh all the time, become the first shifting gear group 51 that consists of the first gear speed-changing level.If utilize the first gear with the synchromesh gear 81(of mechanism synchronizer) sleeve S1 with the first gear driven gear 51P and output shaft 4 rotation bindings, then thereby the first shifting gear group 51 engagement can transmitting torque, similarly, third gear actuation gear 53A and third gear driven gear 53P mesh all the time, become the third gear gear train 53 that consists of third gear speed change level.If utilize the 3rd ~ the 5th gear with the sleeve S35 of synchromesh gear mechanism 82 third gear actuation gear 53A and 31 rotations of the first input shaft to be linked, thereby then third gear gear train 53 engagement can transmitting torque.And the 5th gear actuation gear 55A and the 5th gear driven gear 55P mesh all the time, become the 5th shifting gear group 55 that consists of the 5th gear speed-changing level.If utilize the 3rd ~ the 5th gear with the sleeve S35 of synchromesh gear mechanism 82 the 5th gear actuation gear 55A and 31 rotations of the first input shaft to be linked, thereby then the 5th shifting gear group 55 engagement can transmitting torque.The first shifting gear group 51, third gear gear train 53 and the 5th shifting gear group 55 are by omitting optionally arbitrary group of gear train of engagement only of illustrated interlocking mechanism.
The second gear 6 is to be arranged between the second input shaft 32 and the output shaft 4, and having two groups of gear trains 62, a structure of 64, these two groups of gear trains 62,64 consist of the even number gear speed-changing level of the second gears and fourth speed position and one group of gear train of engagement optionally.Specifically, from the figure of the second input shaft 32 left side in order for being installed with fourth speed position actuation gear 64 and the second gear actuation gear 62A.On the other hand, can be provided with fourth speed position driven gear 64P and the second gear driven gear 62P in the opposed position of output shaft 4 with dallying.
Fourth speed position actuation gear 64A and fourth speed position driven gear 64P mesh all the time, become the fourth speed position gear train 64 that consists of fourth speed position speed change level.If utilize second ~ fourth speed position with the sleeve S24 of synchromesh gear mechanism 83 fourth speed position driven gear 64P and output shaft 4 rotations to be linked, thereby then fourth speed position gear train 64 engagement can transmitting torque.Similarly, the second gear actuation gear 62A and the second gear driven gear 62P mesh all the time, become the second gear gear train 62 that consists of the second gear speed-changing level.If utilize second ~ fourth speed position with the sleeve S24 of synchromesh structure 83 the second gear driven gear 62P and output shaft 4 rotations to be linked, thereby then the second gear gear train 62 engagement can transmitting torque.Fourth speed position gear train 64 and the second gear gear train 62 utilize second ~ fourth speed position optionally arbitrary group of gear train of engagement of synchromesh gear mechanism 83.
In addition, although omit among the figure, in retreating the speed change level, can appropriately use the structure of existing gear train.
Control device 7 is positions of control first clutch 21, second clutch 22, the first gear 5 and the second gear 6.That is, control device 7 is obtained the various information such as the operating state, the speed of a motor vehicle of motor 91, thereby clutch actuator 23 and three synchromesh gear mechanisms 81,82,83 are controlled relatedly.Can use electric control device (ECU) to consist of control device 7, thereby this electric control device built-in miniature electronic computer utilize software to move.In addition, control device 7 also can constitute a plurality of electric control devices (ECU) cooperation ground and coordinate control.Control device 7 has each functional entity of speed change level selection mechanism 71, speed change actuator 72, pre-gear shift regulating mechanism 73, pre-gear shift selection mechanism 74 and pre-gear-shifting actuating mechanism 75, below is described in detail.
Speed change level selection mechanism 71 is mechanisms of selecting appropriate speed change level according to the state of vehicle.As the state of vehicle, with reference to throttle opening of the speed change level of the current engagement of speed changer 1, the speed of a motor vehicle, motor 91 etc.Speed change level selection mechanism 71 is selected appropriate speed change level according to shift cable described later.That is, when crossing the shift cable of certain speed change level, the operating point of situation of expression vehicle selects this speed change level.
Speed change actuator 72 is when selecting appropriate speed change level, and control is from the mechanism of the gear shifting operation of the appropriate speed change level of current speed change level commutation.At first, speed change actuator 72 is at the gear train that consists of appropriate speed change level not during engagement, controls arbitrary synchromesh gear mechanism and makes the appropriate speed change level can transmitting torque ground engagement.In addition, if the pre-gear-shifting actuating mechanism 75 of this gear train utilization engagement then do not need this action.Next, speed change actuator 72 makes the first clutch 21 or the second clutch 22 that link with the rotation of appropriate speed change level become jointing state.And, usually, synchronously make therewith the clutch of opposite side become off state, and carry out the replacing action of moment of torsion.
Pre-gear shift regulating mechanism 73 is to detect the pre-gear shift of the impact change principal element of actuation time, and obtains the mechanism of the reach adjustment amount of the execution timing of shifting out in advance changeably pre-gear shift action according to detected change principal element.As the change principal element, the temperature that consideration increases and decreases the friction of the inside of the first gear 5 and the second gear 6, and arbitrary temperature of the environment temperature of inside oil temperature, inner temperature and the speed changer 1 of detection speed changer 1.For detected temperatures, can be near speed changer 1 or inner set temperature sensor.
For example, can oil temperature sensor be set at internal surface or the outer surface of the bottom of case of transmission.In addition, also can use the testing result of existing temperature transducer or detected temperatures applied to revise infer the temperature of speed changer 1.For example, when motor 91 and speed changer 1 are equipped in the engine compartment in the same manner, according to the testing result of the inhalation temperature sensor that is arranged at motor 91, can infer the environment temperature of speed changer 1.
When the temperature of speed changer 1 is low, to enclose inner oil body and become large, the engaging friction of the tooth in each gear train 51,53,55,62,64 increases, and each bearing 36,37,46,47 pivot friction increase.In addition, when 81 ~ 83 action of synchromesh gear mechanism, increase until arrive synchronous synchronous needed time.On the contrary, when temperature was higher, oil body diminished, and the engaging friction in the speed changer 1, pivot friction reduce, and the synchronous needed time of synchromesh gear mechanism 81 ~ 83 reduces.
This result as shown in Figure 2, pre-gear shift tp actuation time increase and decrease.Fig. 2 is the temperature dependent figure that has represented qualitatively pre-gear shift tp actuation time, and transverse axis is the temperature T of speed changer 1, and the longitudinal axis is pre-gear shift tp actuation time.The grasps such as relation shown in Figure 2 can be by experiment, simulation, theory analysis.As shown in the figure, along with the temperature T decline of speed changer 1, the increase of pre-gear shift tp actuation time is particularly remarkable.Relative therewith, it is larger that pre-gear shift regulating mechanism 73 is set as the lower adjustment amount that then moves forward of detected temperature T, in addition, as described later, obtains the reach adjustment amount of the increasing amount that is equivalent to pre-gear shift tp actuation time increase and set.
Pre-gear shift selection mechanism 74 is to consider the reach adjustment amount and do not comprise to select to be predicted to be in the speed change level that a side's of current speed change level gear has in the first gear 5 and the second gear 6 and next become appropriate speed change level as the mechanism of pre-shifted level.As described later, pre-gear shift selection mechanism 74 is according at the pre-gear shift line that represents with shift cable same coordinate axle, and considers to select pre-shifted level according to the correction of reach adjustment amount.That is, when the operating point of the situation that represents vehicle crosses the revised pre-gear shift line of certain speed change level, select this speed change level as pre-shifted level.
Pre-gear-shifting actuating mechanism 75 is when selecting pre-shifted level, make the first clutch 21 or the second clutch 22 that link with pre-shifted level rotation become off state, and control arbitrary synchromesh gear mechanism and make the mechanism that pre-shifted level can transmitting torque ground engagement.In other words, pre-gear-shifting actuating mechanism 75 is that the clutch that will not transmit the current torque side forms off state, makes in advance the mechanism that is predicted as the gear train engagement that next becomes the speed change of appropriate gear level.Thus, in ensuing gear shifting operation, carry out immediately the replacing action of two clutches 21,22 moment of torsion, thereby can shorten significantly the gear shifting operation time.
Next, shift cable and pre-gear shift line are described.Fig. 3 (1) the is illustration shift cable of common Dual-clutch transmission for vehicle and the figure of pre-gear shift line, Fig. 3 (2) is the figure that asks method to describe to pre-gear shift line.In addition, Fig. 4 is the figure that the method to the reach correction of the pre-gear shift line that carries out in the Dual-clutch transmission for vehicle 1 of mode of execution describes.In Fig. 3 and Fig. 4 illustration travel and shift up to the situation of the gear shifting operation of third gear with the second gear, for the gear shifting operation of carrying out gear shift to other speed change level also applicable same consideration method.
In Fig. 3 (1), transverse axis is speed of a motor vehicle ω, and the longitudinal axis is the throttle opening A of motor 91.Show 2 → 3 shift cable that judgement begins the gear shifting operation from the second gear to third gear with solid line among the figure, show 1 → 3 pre-line of shifting gears from the first gear to third gear that judge the pre-gear shift action that begins from the single-point line.As shown in the figure, 2 → 3 shift cable broken line that is used in two places bendings represents.That is, in the less zone of throttle opening A, speed of a motor vehicle ω is less steady state value, and 2 → 3 shift cable represent with vertical line.Be in the zone of moderate at throttle opening A, speed of a motor vehicle ω increases gradually along with the increase of throttle opening A, and 2 → 3 shift cable represent with upper right oblique line.In the larger zone of throttle opening A, speed of a motor vehicle ω is larger steady state value, and 2 → 3 shift cable represent with vertical line.Such shift cable also can be applied to only have the automatic transmission of a clutch, and according to the characteristic of motor 91, speed changer 1, to improve fuel efficiency, to improve cornering ability etc. and set as order.
On the other hand, pre-gear shift line can't use in the automatic transmission that only has a clutch, and is used in the dual clutch transmission.Shown in Fig. 3 (1), 1 → 3 pre-gearshift line more moves to low speed of a motor vehicle lateral deviation than 2 → 3 shift cable, is represented by the broken line that is similar to the shape that bends at two places.For example, when the tentative segment valve opening was A1, the speed of a motor vehicle ω 2 that the P1 on 1 → 3 pre-gear shift line is ordered was set as the speed of a motor vehicle ω 1 of ordering than the Q1 on 2 → 3 shift cable and moves variation delta ω 1 to low speed of a motor vehicle lateral deviation.This speed of a motor vehicle ω 2 and variation delta ω 1 ask method shown in Fig. 3 (2).
In Fig. 3 (2), transverse axis is common time t, and plotted curve is speed of a motor vehicle ω, output torque Te and the throttle opening A of motor 91 in travelling with the second gear from top to bottom in order.As shown in the figure, under the constant condition that equals Te1 of the constant A1 of equaling of throttle opening A and output torque Te, vehicle has constant acceleration performance, and speed of a motor vehicle ω increases along with the process of time t., be made as moment t2 if speed of a motor vehicle ω is arrived the timing be equivalent to the speed of a motor vehicle ω 1 that Q1 order herein, the speed of a motor vehicle ω 2 when then shifting to an earlier date the moment t1 of pre-gear shift tp1 actuation time than moment t2 is the value that the P1 among the throttle opening A1 of 1 → 3 pre-gear shift line is ordered.That is, the P1 point is arranged in than the Q1 point near amount corresponding to low speed of a motor vehicle side and pre-gear shift tp1 actuation time (the variation delta ω 1(=ω 1-ω 2 of the speed of a motor vehicle of moment t1 ~ t2)).
In fact pre-gear shift tp1 actuation time can change because of the impact of various change principal elements, but in the prior art, and pre-gear shift line is determined in the pre-gear shift of established standards actuation time uniformly usually.
On the other hand, in the present embodiment, when pre-gear shift tp2 actuation time increased, pre-gear shift line was revised in reach.That is, shown in Fig. 4 (1), when throttle opening is A1, judge at the pre-gear shift action of the P2 point beginning that shifts to an earlier date to low speed of a motor vehicle side rather than the P1 point on 1 → 3 pre-gear shift line.2 → 3 shift cable among Fig. 4 (1) and 1 → 3 pre-gear shift line are identical with Fig. 3's (1), and the variation delta ω 3 of the speed of a motor vehicle between P1 point and the P2 point asks method shown in Fig. 4 (2).
In Fig. 4 (2), transverse axis is common time t, and plotted curve is speed of a motor vehicle ω, output torque Te and the throttle opening A of motor 91 in travelling with the second gear from top to bottom in order, and the shape of plotted curve is identical with Fig. 3 (2).But as shown in the figure, difference is that pre-gear shift tp2 actuation time is longer than pre-gear shift tp1 actuation time of Fig. 3 (2).Therefore, shift to an earlier date the moment t3 of pre-gear shift tp2 actuation time than moment t2, more Zao than the moment t1 of Fig. 3 (2).Herein, the P2 point is arranged in the corresponding amount than the more close low speed of a motor vehicle side of Q1 point and pre-gear shift tp2 actuation time (the constantly variation delta ω 2(=ω 1-ω 3 of the speed of a motor vehicle of t3 ~ t2)).In addition, the variation delta ω 3 of the speed of a motor vehicle between P1 point and the P2 point can utilize Δ ω 3=Δ ω 2-Δ ω 1 to obtain.
Above-mentioned pre-gear shift regulating mechanism 73 utilizes the relation of Fig. 2 to obtain pre-gear shift tp actuation time from the temperature T of speed changer 1.In the present embodiment, pre-gear shift regulating mechanism 73 keeps the temperature T of speed changer shown in Figure 21 and the relation of pre-gear shift tp actuation time are organized into the pre-gear shift action time figure of Schedule, and utilizes figure to obtain pre-gear shift tp actuation time.In addition, be not limited to pre-gear shift action time figure, also can use the additive methods such as speculative computation method.And pre-gear shift regulating mechanism 73 utilizes the relation of Fig. 4 and utilizes the variable quantity of the speed of a motor vehicle to represent to be equivalent to the reach adjustment amount of the increasing amount of pre-gear shift tp actuation time.For example, pre-gear shift regulating mechanism 73 is corresponding with pre-gear shift tp2 actuation time of Fig. 4, utilizes the variation delta ω 3 expression reach adjustment amounts of the speed of a motor vehicle.
In addition, the variable quantity of the speed of a motor vehicle of above-mentioned pre-gear shift selection mechanism 74 consideration expression reach adjustment amounts is selected pre-shifted level.For example, the variation delta ω 3 of Fig. 4 is considered in pre-gear shift selection mechanism 74, when the operating point of the situation of expression vehicle P2 from the left crosscut of figure when right-hand, select third gear as pre-shifted level.
Yet though determined 2 → 3 shift cable and 1 → 3 pre-gear shift line among Fig. 4 (1), the position of P2 changes according to the situation of vehicle.Therefore, pre-gear shift regulating mechanism 73 and pre-gear shift selection mechanism 74 control algorithm that carries out successively under steam pre-gear shift.Fig. 5 is the flow chart of the control algorithm flow process of the pre-gear shift carried out of expression control device 7.
In the step S1 of Fig. 5, control device 7 comes computing axletree torque T d with the current transmission gear ratio G that the output torque Te of motor 91 multiply by speed changer 1.Wherein, since output torque Te how not by actual measurement, so infer from the information such as aperture of closure.Next, in step S2, utilize pre-gear shift action time figure to infer pre-gear shift tp actuation time.Next, in step S3, computing is because pre-gear shift tp actuation time prolongs the variation delta ω 3 of the speed of a motor vehicle that causes.Variation delta ω 3 multiply by the time (=pre-gear shift tp-actuation time standard operation time tp0) of prolongation with axletree torque T d and obtains divided by vehicle inertia J.
Next, in step S4, read in the not pre-gear shift speed of a motor vehicle ω 2 of the standard of overtime of pre-gear shift tp actuation time from pre-gear shift line.Next, in step S5, deduct the pre-gear shift speed of a motor vehicle ω 3 that variation delta ω 3 comes computing reality from the pre-gear shift speed of a motor vehicle ω 2 of standard.In following step S6, carry out the judgement (pre-gear shift is judged) of the beginning of pre-gear shift action.That is, investigate current speed of a motor vehicle ω and whether reached pre-gear shift speed of a motor vehicle ω more than 3, then enter step S7 and carry out pre-gear shift action if satisfy condition.Then, setting changing returns step S1 as the condition such as the speed change level of the candidate of pre-gear shift.In addition, when in step S6, not satisfying condition, return immediately step S1.Finish like this a circulation of the control algorithm of pre-gear shift, repeatedly carry out later on.
Next, Yi Bian Yi Bian compared with the prior art gear shifting operation and the pre-gear shift action of for motor vehicle dual clutch transmission 1 of mode of execution described.Fig. 6 is illustration in the mode of execution shifts up to the time diagram of the gear shifting operation of fourth speed position from the second gear, and Fig. 6 (1) shows the lower situation of temperature T of speed changer 1, and Fig. 6 (2) shows the higher situation of temperature T of speed changer 1.In addition, Fig. 7 is illustration of the prior artly shifts up to the time diagram of the gear shifting operation of fourth speed position from the second gear, and Fig. 7 (1) shows the lower situation of temperature of speed changer, and Fig. 7 (2) shows the higher situation of temperature of speed changer.
With common mode presentation graphs 6(1) and Fig. 6 (2), Fig. 7 (1) and Fig. 7 (2), transverse axis represents common time shaft, and plotted curve represents respectively rotational speed N e and the rotational speed N i1 of the first input shaft 31 and the rotational speed N i2 of the second input shaft 32 of output shaft 92 of pre-shifted level, the motor 91 of speed change level, the first speed changing structure 5 and the second speed changing structure 6 in order from upside toward downside.The plotted curve of speed change level and pre-shifted level dotted in the time of selecting the speed change level, in fact changed to solid line in the moment of changing and represented.
In addition, represent the rotational speed N e of the output shaft 92 of motor 91 to dot the rotational speed N i1 of the first input shaft 31 and the rotational speed N i2 of the second input shaft 32 with solid line.Therefore, the side of Ni1, the Ni2 of the rotational speed N e of solid line and dotted line overlapping in, a side who is first clutch 31 and second clutch 32 is jointing state, the opposing party is off state.In addition, being positioned at the rotational speed N e of solid line in the centre of two dotted line Ni1, Ni2, is first clutch 31 and second clutch 32 both sides carry out the replacing action of moment of torsion for jointing state state.
Among Fig. 6 (2) when the temperature T of speed changer 1 is higher, at moment t10, first clutch 21 is in off state, and second clutch 22 is in jointing state, the second gear gear train 62 engagement, and travel with the second gear.And, if select third gear as pre-shifted level at moment t11, then expend pre-gear shift tp3 actuation time engagement third gear gear train 53, and finish pre-gear shift action at moment t12.Next, if select third gear as the speed change level at moment t13, then carry out from second clutch 22 to first clutch 21 moment of torsion and change action, and finish gear shifting operation at moment t14.
Then, if select the fourth speed position as pre-shifted level at moment t15, then expend pre-gear shift tp4 actuation time engagement fourth speed position gear train 64, and finish pre-gear shift action at time t16.Next, if select the fourth speed position as the speed change level at moment t17, then carry out from first clutch 21 to second clutch 22 moment of torsion and change action, and finish gear shifting operation at time t18.
In addition, among the Fig. 6 (1) when the temperature T of speed changer 1 is hanged down, utilize the function of pre-gear shift regulating mechanism 73, make the execution timing of pre-gear shift action shift to an earlier date the pre-gear shift time that actuation time, tp5 increased.Therefore, select third gear as pre-shifted level at the moment t11f more Zao than the moment t11 of Fig. 6 (2).Thus, expend long pre-gear shift tp5 actuation time engagement third gear gear train 53, the moment t12 that finishes pre-gear shift action is identical with Fig. 6 (2).
In addition, also identical to the pre-gear shift action of fourth speed position, select the fourth speed position as pre-shifted level at the moment t15f that has shifted to an earlier date the pre-gear shift time that tp6 increases actuation time.And, expending long pre-gear shift tp6 actuation time engagement fourth speed position gear train 64, the moment t16 that finishes pre-gear shift action is identical with Fig. 6 (2).
On the other hand, Fig. 7 the when temperature of speed changer is higher in the prior art (2) is consistent with Fig. 6 (2), and the Fig. 7 (1) when temperature is low is different from Fig. 6 (1).In Fig. 7 (1), owing to do not carry out in the prior art the correction of pre-gear shift line, select third gear as pre-shifted level at identical moment t11 with Fig. 7 (2).Thus, expend long pre-gear shift tp5 actuation time engagement third gear gear train 53, thereby finish the moment t12r of pre-gear shift action from the moment t12 delay of Fig. 7 (2).The action that this delayed impact is later, and select third gear as the moment t13r of speed change level, finish gear shifting operation moment t14r also from the time lag of Fig. 7 (2).
Then, if select the fourth speed position as pre-shifted level at time t15r, owing to expend long pre-gear shift tp6 actuation time engagement fourth speed position gear train 64, the moment t16r of pre-gear shift release postpones more significantly.The action that this significant delayed impact is later, and select the fourth speed position also to postpone more significantly from the time of Fig. 7 (2) as the moment t17r of speed change level, moment t18r that gear shifting operation finishes.
As described above, in the present embodiment, when the temperature T of speed changer 1 is higher, carry out gear shifting operation same as the prior art and pre-gear shift action, when the temperature T of speed changer 1 is hanged down, the increasing amount that pre-gear shift line is equivalent in advance pre-gear shift tp actuation time is revised, and shifts to an earlier date the execution timing of pre-gear shift action.
Dual-clutch transmission for vehicle 1 according to mode of execution, because the change principal element as pre-gear shift tp actuation time of impact, consider the temperature T of speed changer 1, and the beginning timing of pre-gear shift action is moved forward the increasing amount institute of pre-gear shift tp actuation time changeably so that finish timing and appropriately change.Thus, the gear shifting operation that can eliminate after pre-gear shift action postpones, thereby can keep cornering ability (driving easiness, maneuverability).
In addition, power source is made as motor 91, utilizes the variation delta ω 3 expression reach adjustment amounts of the speed of a motor vehicle, revise pre-gear shift line with reference to the variation delta ω 3 of the speed of a motor vehicle, therefore can be correctly and set simply the reach adjustment amount of the execution timing of pre-gear shift action.
Next, the Dual-clutch transmission for vehicle of the application mode of having used mode of execution described.The change principal element that affects pre-gear shift actuation time is the temperature of the friction in the influential speed changer not only, and the running time behind the vehicle start, the total travel distance of vehicle are also arranged.Application mode possesses the device identical with mode of execution and consists of, and also infers the pre-gear shift increasing amount of actuation time with reference to these change principal elements except temperature, thereby sets the reach adjustment amount that timing is carried out in pre-gear shift.
Fig. 8 is the figure that has represented the change principal element of reference in application mode that is the running time tr behind the vehicle start and the relation of the increasing amount Δ tp1 of pre-gear shift tp actuation time.As shown in the figure, after vehicle start soon because the temperature of lubricant oil is lower and lubricant oil that be trapped in the bottom of case of transmission does not spread all over each one in the speed changer, so increasing amount Δ tp1 is larger.And as shown in the figure, if then speed changer is by warming-up through certain running time tr1, the temperature of lubricant oil rises and spreads all over each several part, thereby increasing amount Δ tp1 roughly disappears.
In addition, Fig. 9 has represented the total travel distance L of the change principal element of reference in application mode that is vehicle and the figure of the relation of the increasing amount Δ tp2 of pre-gear shift tp actuation time.Shown in Fig. 9 (1), along with the increase of the total travel distance L that causes owing to all the year round use, the each several part abrasion in the speed changer is so the increasing amount Δ tp2 of pre-gear shift tp actuation time increases.In addition, shown in Fig. 9 (2), increasing amount Δ tp2 also can be similar to the variation of ladder.
The grasps such as increasing amount Δ tp1, the Δ tp2 of Fig. 8 and pre-gear shift tp actuation time shown in Figure 9 can be by experiment, sample investigation, simulation, theory analysis.In application mode, pre-gear shift regulating mechanism 73 also with reference at least one party of the total travel distance L of the running time tr behind the vehicle start and vehicle, adds that at least one party of increasing amount Δ tp1 and increasing amount Δ tp2 infers pre-gear shift tp actuation time except the impact of the temperature T of reference speed changer 1.
According to the Dual-clutch transmission for vehicle of application mode, with reference to the reach adjustment amount of setting pre-gear shift action as the total travel distance of the running time behind the vehicle start of change principal element, vehicle.Therefore, the impact of can suppress the impact of the warming-up of speed changer, using all the year round, and by implementing simultaneously with the adjustment with respect to the temperature of lubricant oil, thereby can keep and improve cornering ability.
In addition, as illustrating in the present embodiment, preferably the side at the first gear 5 and the second gear 6 consists of odd gear speed change level, consists of even number gear speed-changing level the opposing party, but is not limited to this.In addition, in except the first input shaft 31 and the second input shaft 32, output shaft 4, also possessing the speed changer that jack shaft, countershaft etc. consist of the speed change level, also can implement the present invention.In addition, the present invention can carry out various application and distortion.
Claims (10)
1. Dual-clutch transmission for vehicle possesses:
First clutch and second clutch, this first clutch and second clutch can switch the jointing state that links with the rotation of the running shaft of power source and the off state that disconnects from described power source independently;
The first input shaft, this first input shaft links with mode and the rotation of described power source that can engage, disconnect by described first clutch;
The second input shaft, this second input shaft links with mode and the rotation of described power source that can engage, disconnect by described second clutch;
Output shaft with driving wheel rotation binding;
The first gear, this first gear is arranged between described the first input shaft and the described output shaft, and has a plurality of gear trains, and these a plurality of gear trains consist of a plurality of speed change levels and one group of gear train of engagement optionally;
The second gear, this second gear is arranged between described the second input shaft and the described output shaft, and has a plurality of gear trains, and these a plurality of gear trains consist of a plurality of speed change levels and one group of gear train of engagement optionally; And
Control device, this control device are controlled described first clutch, described second clutch, described the first gear and described the second gear,
Wherein,
Described control device has:
Speed change level selection mechanism according to the appropriate speed change level of the condition selecting of vehicle;
Speed change actuator, this speed change actuator when described appropriate speed change level is selected control from the commutate gear shifting operation of described appropriate speed change level of current speed change level, do not make it during engagement with mode engagement that can transmitting torque at the gear train that consists of described appropriate speed change level, and make the described first clutch or the described second clutch that link with described appropriate speed change level rotation become described jointing state;
Pre-gear shift regulating mechanism, this pre-gear shift regulating mechanism detect the pre-gear shift of the impact change principal element of actuation time, and obtain the reach adjustment amount that the execution timing with pre-gear shift action moves forward changeably according to detected change principal element;
Pre-gear shift selection mechanism, described reach adjustment amount is considered in this pre-gear shift selection mechanism, do not comprise in described the first gear and described the second gear in the speed change level contained in a side the gear of described current speed change level, next select to be predicted to be becomes the speed change of appropriate gear level as pre-shifted level; And
Pre-gear-shifting actuating mechanism, this pre-gear-shifting actuating mechanism is when described pre-shifted level is selected, make the described first clutch or the described second clutch that link with described pre-shifted level rotation become described off state, and make the gear train that consists of described pre-shifted level with mode engagement that can transmitting torque.
2. Dual-clutch transmission for vehicle according to claim 1 is characterized in that,
Described pre-gear shift regulating mechanism is obtained the suitable reach adjustment amount of increasing amount that increases because of above-mentioned change principal element actuation time with above-mentioned pre-gear shift.
3. Dual-clutch transmission for vehicle according to claim 2 is characterized in that,
As described change principal element, the temperature that comprises the friction increase and decrease of the inside that makes described the first gear and described the second gear, in the environment temperature of inside oil temperature, inner temperature and the speed changer of described pre-gear shift regulating mechanism detection speed changer any, when detected temperature is lower, set more significantly described reach adjustment amount.
4. Dual-clutch transmission for vehicle according to claim 2 is characterized in that,
As described change principal element, comprise the running time behind the vehicle start, when described running time more in short-term, described pre-gear shift regulating mechanism is set described reach adjustment amount more significantly.
5. Dual-clutch transmission for vehicle according to claim 3 is characterized in that,
As described change principal element, comprise the running time behind the vehicle start, when described running time more in short-term, described pre-gear shift regulating mechanism is set described reach adjustment amount more significantly.
6. Dual-clutch transmission for vehicle according to claim 2 is characterized in that,
As described change principal element, comprise the total travel distance of vehicle, when described total travel distance was larger, described pre-gear shift regulating mechanism was set described reach adjustment amount more significantly.
7. Dual-clutch transmission for vehicle according to claim 3 is characterized in that,
As described change principal element, comprise the total travel distance of vehicle, when described total travel distance was larger, described pre-gear shift regulating mechanism was set described reach adjustment amount more significantly.
8. Dual-clutch transmission for vehicle according to claim 4 is characterized in that,
As described change principal element, comprise the total travel distance of vehicle, when described total travel distance was larger, described pre-gear shift regulating mechanism was set described reach adjustment amount more significantly.
9. Dual-clutch transmission for vehicle according to claim 5 is characterized in that,
As described change principal element, comprise the total travel distance of vehicle, when described total travel distance was larger, described pre-gear shift regulating mechanism was set described reach adjustment amount more significantly.
10. each described Dual-clutch transmission for vehicle is characterized in that according to claim 1 ~ 9,
Described power source is motor,
Described pre-gear shift regulating mechanism utilizes the variable quantity of the speed of a motor vehicle to represent described reach adjustment amount,
Described pre-gear shift selection mechanism considers that the variable quantity of the described speed of a motor vehicle revises the pre-gear shift line with the function performance of the throttle opening of the speed of a motor vehicle and described motor, and selects described pre-shifted level according to revising.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011187158A JP5873665B2 (en) | 2011-08-30 | 2011-08-30 | Dual clutch transmission for vehicle |
| JP2011-187158 | 2011-08-30 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102966705A true CN102966705A (en) | 2013-03-13 |
| CN102966705B CN102966705B (en) | 2015-11-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210313892.1A Expired - Fee Related CN102966705B (en) | 2011-08-30 | 2012-08-29 | Dual-clutch transmission for vehicle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP5873665B2 (en) |
| CN (1) | CN102966705B (en) |
| DE (1) | DE102012108007B4 (en) |
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| CN105570448A (en) * | 2016-01-15 | 2016-05-11 | 上海汽车变速器有限公司 | Low-temperature gear shifting optimized control method of wet type double-clutch transmission |
| CN110573760A (en) * | 2017-04-26 | 2019-12-13 | 奥迪股份公司 | Method for operating a clutch of a drive train of a motor vehicle and motor vehicle having a drive train |
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| KR101459928B1 (en) | 2013-07-16 | 2014-11-07 | 현대자동차주식회사 | Dct control method of vehicle |
| KR101724507B1 (en) * | 2016-03-17 | 2017-04-07 | 현대자동차 주식회사 | Apparatus and method for controlling hybrid electric vehicle including dual clutch transmission |
| KR20180067783A (en) | 2016-12-12 | 2018-06-21 | 현대자동차주식회사 | Control method for vehicle with dct |
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- 2012-08-30 DE DE201210108007 patent/DE102012108007B4/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1439087A2 (en) * | 2003-01-16 | 2004-07-21 | Siemens Aktiengesellschaft | Method for adjusting and controlling engine and clutch torque during gear shifting of an automated or dual clutch transmission |
| CN1523253A (en) * | 2003-02-21 | 2004-08-25 | �ӳɹ� | Method of controlling a dual clutch transmission |
| CN1530570A (en) * | 2003-02-21 | 2004-09-22 | 博格华纳公司 | Method for controlling variator of bi-clutch |
| CN1590813A (en) * | 2003-08-14 | 2005-03-09 | 各特拉格·福特传动系统公司 | Control method for shifting a powershift transmission |
| EP1528293A2 (en) * | 2003-10-31 | 2005-05-04 | Siemens Aktiengesellschaft | Method of controlling an automatic vehicle transmission |
| CN102762893A (en) * | 2008-03-31 | 2012-10-31 | 通用汽车环球科技运作公司 | Double-clutch transmission for vehicles |
| JP2010196745A (en) * | 2009-02-24 | 2010-09-09 | Aisin Ai Co Ltd | Dual clutch type automatic transmission |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105570448A (en) * | 2016-01-15 | 2016-05-11 | 上海汽车变速器有限公司 | Low-temperature gear shifting optimized control method of wet type double-clutch transmission |
| CN110573760A (en) * | 2017-04-26 | 2019-12-13 | 奥迪股份公司 | Method for operating a clutch of a drive train of a motor vehicle and motor vehicle having a drive train |
| US11261924B2 (en) | 2017-04-26 | 2022-03-01 | Audi Ag | Method for operating a clutch of a drivetrain for a motor vehicle and motor vehicle having a drivetrain |
Also Published As
| Publication number | Publication date |
|---|---|
| CN102966705B (en) | 2015-11-11 |
| DE102012108007B4 (en) | 2014-04-30 |
| JP2013050129A (en) | 2013-03-14 |
| JP5873665B2 (en) | 2016-03-01 |
| DE102012108007A1 (en) | 2013-03-07 |
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